Canadian Military History

Volume 18 Issue 2 Article 5

2009

The Hendershot Brothers in the Great War

Eric Brown

Tim Cook

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Recommended Citation Eric Brown and Tim Cook "The Hendershot Brothers in the Great War." Canadian Military History 18, 2 (2009)

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The Hendershot Brothers in the Great War

Eric Brown and Tim Cook

n the summer of 1917, two brothers initial excitement of raising the First The number of recruits dropped Ifrom Kingsville, Ontario, Warren Contingent – and then subsequent significantly in the last months of Francis Hendershot, 20 years old, and formations – was followed by the 1916.3 The casualty lists and nearly his brother Charles Cecil, 17 months dreadful casualties of the April and full employment in Canada, along younger, enlisted in the Royal Flying May 1915 battles of Second Ypres with the large contingent already Corps, Canada. They had no previous and Festubert. This would be a long overseas, meant the end of easy military experience, but felt the and costly war. A constant supply of recruiting. Conscription was coming. need to participate in the Great War. men would be needed for fighting Warren and Charles, along with tens While the vast majority of the 424,000 formations on the Western Front. of thousands of other young men, Canadians who went overseas served There was a frenzy of recruiting would become prime candidates for in the land forces, primarily the in Canada during the first two years compulsory service in the overseas Canadian Corps, the Hendershot of war. Men between the ages of 18 forces, and likely as infantry soldiers, brothers would be among the 22,000 and 45 were implored to enlist. There where casualties were highest. They who were selected for the British was mounting pressure from patriotic had to make a decision – volunteer for flying services. This is their story, politicians, newspaper editorialists, service now or wait to be conscripted. as told through their surviving and pulpit speeches urging men in Neither of the brothers was in a trade correspondence, photographs, log the urban areas to do their duty. Rural or industry considered essential to books and other official documents. Canada, which made up more than the war effort. It was most unlikely They were two young men, differing half of the nation’s population, could they would avoid conscription. in temperament, similar in character, more easily ignore such pleadings Charles changed his mind at both determined to do their duty. and go on with their back-breaking some point during the nine months One brother lived, the other died. labour on farms knowing that after his birthday. Was he swayed by Thousands of Canadians, proud agriculture was deemed an essential the constant appeals to “do his bit” or members of the British Empire, occupation. But Canadians responded the desperate tactic of embarrassing marched to war in August 1914. The and by mid-1916 the number of Résumé : Warren et Charles Hendershot enlistees was over 312,000. It was an s’enrôlèrent dans le Royal Flying Corps Abstract: Warren and Charles Hendershot impressive figure for Canada, even à l’été 1917 pour servir le Canada et enlisted in the Royal Flying Corps in the if the majority of Canadian males l’Empire à la Première Guerre mondiale. summer of 1917 to serve Canada and of military age were still not moved Voici leur histoire, constituée à partir de Empire in the First World War. This is to enlist.1 Charles, who celebrated ce qui est resté de leur correspondance, their story, as told through their surviving de photos, de carnets de bord et de his eighteenth birthday on 12 July correspondence, photographs, log documents officiels conservés au books and official documents held at the 1916, was unconvinced that he was Centre de recherche d’histoire militaire Military History Research Centre at the needed overseas. Working in Toronto du Musée canadien de la guerre. Les Canadian War Museum. The Hendershot and homesick, he was not miserable frères Henderson étaient jeunes, de brothers were young men, differing in enough to enlist; “I would rather tempérament différent, mais à la temperament, similar in character, and personnalité semblable, et tous deux commit suicide than join the army,” both determined to do their duty. One résolus à accomplir leur devoir. L’un des 2 brother lived, the other died. he wrote to his mother. frères a survécu; l’autre est décédé.

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and construction of airframes and The Hendershot children, photographed engines, and the development of in June 1917 (from left to right): Warren, Charles, Rolphe, Harold, Howard and aircraft weaponry were driven by the Kathleen. needs of a voracious war. There was no shortage of men who were anxious the isolated Dominion. Moreover, to test their mettle in the Royal Flying the military trials that had been Corps (RFC). conducted before the war were Initially, the RFC had little failures. One wonders how many difficulty in finding the right sort senior officers would have echoed of young men in Britain to train as Sam Hughes, the Minister of Militia pilots and observers. However, pilot and Defence, who declared “the attrition through deaths and injuries aeroplane is an invention of the devil, during training and combat was and will never play any part in the becoming a serious problem in late defence of a nation!”8 At the start of 1915. The rapid expansion of the air the war, the government’s attention arm only exacerbated the manpower was quite rightly focused on raising shortage. By early 1916 it was clear and then maintaining the land forces that the loss rates were not sustainable overseas. There were insufficient if the RFC was to survive as a viable financial and materiel resources, entity.11 Until 1916, the War Office’s and no strong political support for a recruiting in Canada was directed separate Canadian air corps. towards “British-born aviators… Yet hundreds, and then thousands, holding [flying] certificates,”12 but of Canadians began to find their this system was no longer adequate, way into the British flying services. despite already allowing Canadians, Those rare Canadians who had been Australians, New Zealanders, South able to afford prewar flying lessons Africans, and some Americans to were immediate candidates. Others serve.13 transferred from the land forces In late 1916, while all nations while overseas, hoping to escape the were hemorrhaging through the drudgery and death of the Western attritional land battles, a War Office Front. They often found excitement committee in London was discussing

Canadian War Museum 20010241-012_51a Canadian War in the air, but flying was just as the merits of establishing the Royal deadly as the trenches. The appeal Flying Corps, Canada, to recruit and of flying cannot be underestimated, train aircrew for service in the RFC. young men in public? No doubt he felt “and no lying out in a field wounded however, as it offered the undeniable The organization would be funded, increasingly the odd-man out, as “all beyond help.”6 His mother was attraction of participating in a new organized and managed by the my chums have gone now.”4 Perhaps opposed to him enlisting but Charles and exciting venture, the relative British, but would work in conjunction the unending but increasingly shrill had made up his mind. One suspects exclusivity of being an airman, and with the Canadian government. The calls for conscription influenced his calming words to his mother with it a commission. In a war of Corps was established shortly before him. In a letter written in April 1917, that “[t]here is very little danger of a mechanization and industrial fury, Christmas 1916, and the first draft Charles revealed the sea-change in flying machine falling,” did little to where the ground soldiers often of RFC instructors, officers and men his thinking on overseas service: quell her fear.7 appeared to be simple cogs in the arrived in Canada on 19 January “You know how badly I have been machine, flying over the battlefields 1917.14 wanting to enlist. Well I am going * * * * * was perceived, in the words of The organisation and construction now. I think it far better than waiting he Canadian government showed historian Jonathan Vance, as a return of RFC training facilities and the until the Militia Act [sic, Military Tlittle interest in military aviation. “to a time when individual action establishment of the recruiting Service Act] comes in force.”5 He When the war began, Canada had could decide the course of events.”9 program proceeded quickly. did not want the label of conscripted no aircraft manufacturing industry The airmen, fighting at 90 miles Truncated army basic training and man, and believed that he might of significance, nor did it produce per hour and several thousand feet medical examinations had to be be able to escape the trenches if he aircraft engines. Flying was for the above the trenches, were portrayed successfully completed before the enlisted in the flying services. “There wealthy and speed-seekers; airplanes as courageous and cunning “knights recruits moved to flying training is no need to be standing in [mud] no were the new race cars. Few could of the sky.”10 Rapidly advancing schools. At this time, potential rats or bugs to bother with” he wrote, envisage the airplane as a threat to aerodynamic theories, the design

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and construction of airframes and aircrew were introduced to a rigorous The Hendershot children, photographed engines, and the development of program where those unsuited to in June 1917 (from left to right): Warren, Charles, Rolphe, Harold, Howard and aircraft weaponry were driven by the flying, either physically or mentally, Kathleen. needs of a voracious war. There was were weeded out. no shortage of men who were anxious Charles had the right stuff. the isolated Dominion. Moreover, to test their mettle in the Royal Flying On 11 April he wrote home to say the military trials that had been Corps (RFC). that he had passed his medical conducted before the war were Initially, the RFC had little examination and was waiting for failures. One wonders how many difficulty in finding the right sort his acceptance letter from the RFC.15 senior officers would have echoed of young men in Britain to train as Charles was justifiably proud of Sam Hughes, the Minister of Militia pilots and observers. However, pilot his accomplishment. Writing to and Defence, who declared “the attrition through deaths and injuries Warren the next month, just before aeroplane is an invention of the devil, during training and combat was conscription was announced, Charles and will never play any part in the becoming a serious problem in late urged him to join the RFC, as it defence of a nation!”8 At the start of 1915. The rapid expansion of the air was “the only branch for a decent the war, the government’s attention arm only exacerbated the manpower person.”16 He was already extolling was quite rightly focused on raising shortage. By early 1916 it was clear the thrill of the aviator’s life – even and then maintaining the land forces that the loss rates were not sustainable though he had not yet started flight overseas. There were insufficient if the RFC was to survive as a viable instruction – but had already decided financial and materiel resources, entity.11 Until 1916, the War Office’s “to get on a fighting machine, not and no strong political support for a recruiting in Canada was directed one of those observing machines.”17 separate Canadian air corps. towards “British-born aviators… Who would not be impressed with Canadian War Museum 20010241-012_76a Canadian War Yet hundreds, and then thousands, holding [flying] certificates,”12 but the “excitement in a fighter…” that of Canadians began to find their this system was no longer adequate, “…can go 140 per hr [sic] and in a way into the British flying services. despite already allowing Canadians, nose dive a thousand feet in two Those rare Canadians who had been Australians, New Zealanders, South seconds?”18 He signed his letter, Charles Hendershot, photographed in able to afford prewar flying lessons Africans, and some Americans to “Your Bro. The Flying Bug.”19 His his cadet uniform in June 1917 (above) 13 and later as a lieutenant in England were immediate candidates. Others serve. makeover from a teenager working in (below). transferred from the land forces In late 1916, while all nations a Toronto factory to an army recruit while overseas, hoping to escape the were hemorrhaging through the and future pilot progressed quickly. drudgery and death of the Western attritional land battles, a War Office At this time Warren was working Front. They often found excitement committee in London was discussing in his uncle’s menswear store in in the air, but flying was just as the merits of establishing the Royal Dunnville, Ontario. Bearing in mind deadly as the trenches. The appeal Flying Corps, Canada, to recruit and that there were only 17 months of flying cannot be underestimated, train aircrew for service in the RFC. difference in their ages, he could however, as it offered the undeniable The organization would be funded, hardly escape the thought that his attraction of participating in a new organized and managed by the brother might soon be a hero pilot and exciting venture, the relative British, but would work in conjunction while he toiled unnoticed. Warren exclusivity of being an airman, and with the Canadian government. The followed his brother into the Corps with it a commission. In a war of Corps was established shortly before in June 1917, and by August, after mechanization and industrial fury, Christmas 1916, and the first draft completing his basic training, he was where the ground soldiers often of RFC instructors, officers and men lodged in barracks at Burwash Hall Canadian War Museum 20010241-012_8b Canadian War appeared to be simple cogs in the arrived in Canada on 19 January on the grounds of the University of machine, flying over the battlefields 1917.14 Toronto. The earliest of his letters in was perceived, in the words of The organisation and construction the collection were written at this time historian Jonathan Vance, as a return of RFC training facilities and the and reveal his pride as a prospective “to a time when individual action establishment of the recruiting airman. Having just been issued could decide the course of events.”9 program proceeded quickly. his uniform, he felt “good in it.”20 The airmen, fighting at 90 miles Truncated army basic training and He liked everything about the RFC, per hour and several thousand feet medical examinations had to be especially the food: “the meals are above the trenches, were portrayed successfully completed before the good. For breakfast we had porridge- as courageous and cunning “knights recruits moved to flying training hash on toast, marmalade and toast of the sky.”10 Rapidly advancing schools. At this time, potential and coffee, for dinner we had stewed aerodynamic theories, the design

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vascular problems. As for having “to go 5 miles in the air,” in 1917 there were no aircraft on either side that could fight at such an altitude.33 Even confident pilots flying in friendly skies over England could get into serious difficulty. By early September 1917, Charles had about four hours of flight time and was flying solo missions.34 On one such trip, he got lost in the fog and was flying “over the ocean before he knew it. I certainly was frightened,” 35 US Air Force Photo US Air Force but he eventually found land. His fright was justified. Had he run out of fuel while over the water rescue was unlikely and he would simply have disappeared without a trace. The Curtiss JN-4 was a two-seat trainer used by the Royal Flying Corps in Canada. However, Charles’ enthusiasm was not dampened by his experience, and beef potatoes, and fruit and buns and within gliding distance of wherever rudder, ailerons in place of wing- he was flying the next day, stunting tea and they give you all you want of you may be.”24 Warren, on the other warping mechanisms to control the and engaging in dangerous “vertical it too.”21 But there was no escaping hand, was less effusive in describing banking and rolling movements of spirals and stalls…Anything for the danger of flying, as he wrote to his his first flying experience, albeit the airplane, and the replacement excitement.”36 mother: “Oh! the life sure is great so as a passenger. It was a “joy ride of the pilot’s control wheel with a Writing from the RFC station far. Yesterday there were two killed and it sure is great stuff. I thought control column or “joystick.”30 at Scampton, Lincolnshire, on 4 one at Armour Heights and one at there would be a lot of thrills, but it Warren was in Toronto November, Charles claimed Borden. The fellows here training for didn’t amount to anything.”25 It was undergoing his basic training when confidently to his brother, aviators about 250 of them just treat lacking anything sensational until the his brother was posted to England on despite still being a it as a joke, they sure are a pretty pilot “took a nose dive and then the 23 July. Early in September Charles novice pilot, good bunch.”22 Daring, bravado and ground seemed to come up to meet received a letter from his mother insensitivity to others’ misfortune, us mighty fast.”26 Flying was not for informing him Warren had been at least on the surface, helped the the faint of heart. accepted by the RFC for aircrew aspiring airmen cope with the stress All pilots were trained in a training. The younger brother’s and drama of the rigorous and fast- Curtiss JN4D, which cruised at 70 response was revealing; he offered paced training program. miles per hour and carried fuel for his congratulations in a rather oblique Charles made his solo flight in about four hours in the air.27 Built fashion. In the spring of that year, June 1917, at Mohawk Camp near in Toronto by Canadian Aeroplanes when he was anxious to join the Deseronto, Ontario. In a letter written Limited, under licence from the RFC, Charles had urged Warren to a few weeks later, he described Curtiss Aeroplane Corporation of do likewise and avoid the army at flying “over Toronto at 4,000 ft. Buffalo, New York, it was the trainer all costs. Replying to his mother on Gee, it is great.”23 The round trip used almost exclusively by the RFC 6 September, he was now “sorry for to Toronto was a long flight for a in Canada.28 The two-seater trainer, him…because if his blood pressure novice pilot, for he was in the air for often referred to as the “Jenny,”29 is high he will not be able to stand at least three hours. The noise of the was a familiar sight in the skies over it when he goes high in the air.”31 In C a engine, whipping wind, the physical the flying schools during 1917-1918. his opinion, Warren would “never n a d effort and intense concentration The JN4D was similar in appearance reach France,” but would “either be ia n W on controlling the aircraft were to the earlier models of the aircraft, made an instructor or be sent back a r M exhausting. At the back of his mind but it incorporated a number of to Canada because a person has to u s 32 e would be the advice for all pilots, as significant modifications. Among go 5 miles in the air here.” Charles um

20 written in the Curtiss JN4 handbook: the most notable upgrades was the was stretching the facts for the 01 02 “Never forget that the engine may modification of the tail unit using aircrew medical examinations would 41 -01 2_ stop, and at all times keep this in metal instead of wood wich added certainly have eliminated his brother 81 mind and plan on a safe landing place strength to the vertical stabilizer and as a pilot if he had serious cardio-

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vascular problems. As for having “to that “Anything in the line of flying I While many accidents were go 5 miles in the air,” in 1917 there can tell you.”37 He went on to warn caused by inexperienced pilots, the were no aircraft on either side that Warren to “be darn careful when Curtiss JN4D had a particularly could fight at such an altitude.33 flying the American Curtis [sic] with serious flaw. When the aircraft was at Even confident pilots flying in wheel control. Never let her nose the apogee of a loop the fabric wing friendly skies over England could get down and don’t stall it.”38 He covering (made of either Irish linen get into serious difficulty. By early did not elaborate on the significance or a special weave of cotton cloth) September 1917, Charles had about of his advice, but the Curtiss JN4 had a tendency to separate from the four hours of flight time and was handbook did. “The most common wing structure, too often resulting in flying solo missions.34 On one such danger at present to new students is a fatal crash.41 Aerobatics were not trip, he got lost in the fog and was the spinning nose dive or tail spin. part of a pilot’s elementary training flying “over the ocean before he Although it is not dangerous to the program, but they were encouraged knew it. I certainly was frightened,” man who knows how to get out of to perform them. It was believed 35 US Air Force Photo US Air Force but he eventually found land. His one, it is very wise for the beginner to that aerobatics, or stunting as it was fright was justified. Had he run out stay well away from the possibilities commonly known, “would inculcate of fuel while over the water rescue of having the chance to see if he can an offensive fighting spirit.”42 This was unlikely and he would simply get out of one.”39 Charlie’s next bit of encouragement was ill-advised even have disappeared without a trace. advice related to the wisdom of doing for exceptional student pilots, because However, Charles’ enthusiasm was stunts or aerobatics with the JN4D it led many students to overstep their not dampened by his experience, and was emphatic: “don’t you try it” abilities. For instance, soon after rudder, ailerons in place of wing- he was flying the next day, stunting – a caution he did not always follow soloing at Camp Mohawk in June warping mechanisms to control the and engaging in dangerous “vertical himself.40 1917, Charles wrote to Warren and banking and rolling movements of spirals and stalls…Anything for described how he “struck a bump (an 36 the airplane, and the replacement excitement.” Charlie photographed with a air pocket) and fell 100 ft and to make of the pilot’s control wheel with a Writing from the RFC station friend, likely in England. it worse I didn’t have my strap on and control column or “joystick.”30 at Scampton, Lincolnshire, on 4 left the seat about a foot…”43 Was he Warren was in Toronto November, Charles claimed oblivious to the risk of not wearing undergoing his basic training when confidently to his brother, his seat belt or was he just his brother was posted to England on despite still being a a carefree 19-year- 23 July. Early in September Charles novice pilot, old enthralled received a letter from his mother informing him Warren had been accepted by the RFC for aircrew training. The younger brother’s response was revealing; he offered his congratulations in a rather oblique fashion. In the spring of that year, when he was anxious to join the RFC, Charles had urged Warren to do likewise and avoid the army at all costs. Replying to his mother on 6 September, he was now “sorry for him…because if his blood pressure is high he will not be able to stand it when he goes high in the air.”31 In C a his opinion, Warren would “never n a d reach France,” but would “either be ia n W made an instructor or be sent back a r M to Canada because a person has to u s 32 e go 5 miles in the air here.” Charles um

20 was stretching the facts for the 01 02 aircrew medical examinations would 41 -01 2_ certainly have eliminated his brother 81 as a pilot if he had serious cardio-

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Warren’s letters reveal a young man who was an equally competent pilot, but he was less inclined to brag about his aerial prowess, likely because his brother had been flying longer and had more experience. The brothers met up within days of Warren’s arrival in England. Cognizant of their mother’s concern that her sons were now closer to France, Warren wrote to tell her

Canadian War Museum 20010241-012_7b Canadian War they were both well and safe. He attempted to inject a bit of humour into the letter, telling her that he was “trying to grow a little moustache like Charlie’s but I don’t know how it is going to come along” – an indication of the boys’ attempts to embrace manhood.52 As for his brother, Warren remarked, he had a “safe job (if there is any safety in flying) and should be alright if he has no bad luck.”53 He had seen Charles flying, “and he sure is good.”54 Warren, too, was learning through his training: “I guess I will stay on scouts. They are a little more dangerous, but it This photo, originally captioned “My crash at Stockbridge,” shows Warren’s is a higher branch of the RFC…I aircraft tangled in a tree as a result of a training accident in England in early 1918. think by the time I get through here [Stockbridge] I will be pretty with flying? This was a foolish training was difficult and accidents in England for over four months and good, at least I hope so.”55 risk and leaves the impression that frequent as pilots learned to manage he was chafing at being kept behind Eleven days later, on flying safety rules were not always their aircraft.47 Charles’ cavalier to train pilots while his friends were 6 February 1918, 19-year-old enforced. Damage and destruction attitude towards risk was not a secret. in action over the front. In a letter Second Lieutenant Charles as a result of flying accidents were At the end of November, Warren to his mother, he wrote that he was Hendershot was killed in an often treated rather casually. On a had written to the family from the now “on a scout machine 1 seater. In airplane crash. “At last this cruel later occasion, while at Scampton, training school at Armour Heights, France I will be doing my shooting war has come home to us,” wrote he wrote to his brother to tell him of describing his meeting an officer who etc alone…”49 Perhaps attesting a mourning Warren to his parents his recent crash, describing it as “a had been one of Charles’ instructors. to his enthusiasm or naivety, he a few days after learning more mere trifle. I just smashed one wing, The officer thought of Charles “as one declared cheerfully that “flying about the accident. 56 Warren under carriage and prop all to hell. of the best pilots the RFC ever turned is one of the greatest of sports.”50 had been summoned before his That is all.”44 No doubt everyone was out.”48 Charles was proud of his reputation commanding officer the day of pleased that he “just climbed out” of Warren left Canada for England a as an audacious pilot and did not the crash, expecting to be told his the wreckage without injury; his only few days before Christmas 1917, and hesitate to write about it. In a letter request for a transfer to join his bruises were to his ego as he “got the new year found both the brothers to Warren in late 1917, he related a brother at Boscombe Down had hell from the C.O. as it was the best in Britain. Upon arrival, Warren was little boastfully: “Sometimes I get been approved. Instead, he was machine in the squadron.”45 There sent to the RFC base at Stockbridge, a machine and go up and split-ass floored by the grim news. Warren was no contrition for wrecking the Hampshire, near Salisbury. Charles about 10 ft from the ground. I take went directly to the accident site aircraft other than acknowledgment was about 45 miles away at Boscombe a run for the hanger [sic] and miss to find out what had happened. that he was “too confident” by “side Down, near Amesbury, Wiltshire, it about a foot. The fellows on the He learned that Charles, who slipping the machine” when he was working as an instructor attached to ground have the wind up all the time had been ill for a few days prior too close to the ground.46 Charles was 6 Training Depot Squadron [6TDS] I am in the air.”51 He was brimming to the crash, arrived at the airfield no more reckless than his peers – the training BE2 pilots. Charles had been with confidence. early on the 6th. Soon after, the

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Warren’s letters reveal a young doomed training flight took off into a arranged for Charles’ disinterment. man who was an equally competent 50-mile-per-hour wind with Charles The casket was shipped to Kingsville pilot, but he was less inclined to seated in the BE2’s front cockpit and and he was reburied, again with brag about his aerial prowess, likely the student, piloting the aircraft, military honours, in the Greenhill because his brother had been flying seated in the rear cockpit. At a height Cemetery on 7 April.59 longer and had more experience. of about 150 feet, the student pilot Like thousands of mothers, Mrs. The brothers met up within days turned downwind, and the airplane Hendershot had worried deeply of Warren’s arrival in England. stalled and went into a spin from about her sons; in her grief, Warren Cognizant of their mother’s concern which it could not recover. Both men now became the focus of all her that her sons were now closer to died on impact, Charles of a broken concerns. He tried to assuage her France, Warren wrote to tell her neck.57 worry, but his attempts often lacked

Canadian War Museum 20010241-012_7b Canadian War they were both well and safe. He Warren received a telegram from subtlety. During February, writing attempted to inject a bit of humour his parents on the day of Charles’ in response to one of her letters into the letter, telling her that he was interment asking to have the body expressing a wish that he not go to “trying to grow a little moustache like returned to Kingsville for burial. France, Warren wrote “there are more Charlie’s but I don’t know how it is Warren responded to their request men lost right here in old England going to come along” – an indication in his 11 February letter, indicating on the buses [airplanes] than there of the boys’ attempts to embrace there “is an awful lot of red tape to go in France with all the fighting. Don’t manhood.52 As for his brother, Warren through before the body can be taken lose any sleep over me.”60 Several remarked, he had a “safe job (if there from the churchyard.”58 But with weeks later, Warren was still trying is any safety in flying) and should be the assistance of the RFC, Warren to reassure her, but likely without alright if he has no bad luck.”53 He much success. He seems to have had seen Charles flying, “and he been replying to a query about sure is good.”54 Warren, too, was being a respectable and moral learning through his training: “I young man while in England, guess I will stay on scouts. They perhaps based on the assumption are a little more dangerous, but it that the “fly boys” lived hard in is a higher branch of the RFC…I the air and in the mess. He wrote think by the time I get through that he “[hated] whisky, gin or here [Stockbridge] I will be pretty brandy,” but would drink “a small in England for over four months and good, at least I hope so.”55 glass of wine once in a while to be he was chafing at being kept behind Eleven days later, on sociable…I have never been under to train pilots while his friends were 6 February 1918, 19-year-old the influence of it and do not in action over the front. In a letter Second Lieutenant Charles intend to be.”61 This was no doubt to his mother, he wrote that he was Hendershot was killed in an welcome news so far as his mother now “on a scout machine 1 seater. In airplane crash. “At last this cruel was concerned, but the airman’s France I will be doing my shooting war has come home to us,” wrote bravado crept into the same letter etc alone…”49 Perhaps attesting a mourning Warren to his parents Museum 20010241-012_13e Canadian War with his fatalistic views on life and to his enthusiasm or naivety, he a few days after learning more death. “This life is far too short to declared cheerfully that “flying about the accident. 56 Warren spend in worrying and moping. is one of the greatest of sports.”50 had been summoned before his Just take everything as it comes Charles was proud of his reputation commanding officer the day of and think it was for the best.”62 as an audacious pilot and did not the crash, expecting to be told his Such sentiments helped the flyers hesitate to write about it. In a letter request for a transfer to join his – and all service personnel for to Warren in late 1917, he related a brother at Boscombe Down had that matter – deal with the cruel little boastfully: “Sometimes I get been approved. Instead, he was hand of fate, but it was little a machine and go up and split-ass floored by the grim news. Warren consolation to a distraught and about 10 ft from the ground. I take went directly to the accident site anxious mother. a run for the hanger [sic] and miss to find out what had happened. it about a foot. The fellows on the He learned that Charles, who * * * * * ground have the wind up all the time had been ill for a few days prior Lieutenant Warren Hendershot I am in the air.”51 He was brimming to the crash, arrived at the airfield photographed in England before with confidence. early on the 6th. Soon after, the being posted to an operational squadron in France.

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and remained with it until January is wonderful, just as good meals as 1919. His enthusiasm for what now you would get at any hotel, maybe faced him was evident throughout not quite so fancy tho.”76 That the the five pages of the first letter he squadron was “working on the wrote after joining the squadron. Canadian front” over Amiens gave a “Came to the squadron yesterday, boost to his enthusiasm.77 His fellow and I’ll say it is all one could wish flyers informed him that “there are for.” The discovery that “nearly not many Huns around here and all the twenty flying officers are what there are nearly always run Canadian” was immensely pleasing away…unless they outnumber us and he was “more than satisfied with three to one.”78 Regardless of their [his] luck.”73 dismissive attitudes, someone should No.19 Squadron was formed have warned Warren that this was

Canadian War Museum 20010241-012_21c Canadian War early in the war as a RFC training not always the case. squadron. It was converted to BE12 On Monday, 12 August, Warren scouts before moving to France in flew his first patrol. “Naturally I June 1916. This unwieldy aircraft was was a little excited,” he wrote, and Flying officers rest between flights outside their “dandy little huts.” replaced by the French-designed Spad he spent much of his time trying to S VIII at the end of the year, and these keep “in formation with the other fast and dependable aircraft were airplanes and watching the sky for arren looked forward to pending assignment to a fighter subsequently replaced in January Huns. I managed to steal a little time Wreceiving letters from his squadron.66 He believed he was 1918 by the Sopwith Dolphin. 74 to watch the war that was going mother, even if, since Charles’ death, “a match for any of those beer fed The Dolphin’s manufacturers drew on, on the ground. There was very they contained “little sermons” Huns.”67 upon the experience gained from little to be seen except the numerous reminding him to be careful and He tried to be frank with the previous Sopwith designs, such as trenches and shell holes also what not to stunt. This was well meant family before he left in order to the Camel and the Pup, but it also remained of a few towns. Everything advice, but in his letter of 25 April, prepare for the worst “in case it does incorporated several unique features. is desolation around here.”79 His the increasingly fatalistic Warren come but listen – now be sensible, Most notable was the upper wing, birds-eye view of the destruction replied nonchalantly: “I am not afraid and take your medicine the way it is which was staggered back 12 inches below, as he slipped through the air, of getting killed. If I was I wouldn’t served out to you.”68 He believed there from the leading edge of the lower must have confirmed his decision be in this thing. My gosh what is the were three possible scenarios for him wing. This, in combination with the to join the air services. He now had use worrying over a little thing such in France. If he was wounded, “just cockpit design that seated the pilot his initiation behind him, although as death, in the end it is nothing…All consider me lucky”; if he happened with his head protruding above the as he noted unemotionally, “[t]hree that talk about being carefree and you to be taken prisoner, “it will not centre section of the upper wing, perfectly good Canadian pilots” not wanting to lose me do not keep be so bad. The flying officers are provided a better view of what was from another squadron working me alive any longer…”63 As well, in treated well in Germany.”69 If he was happening above the aircraft, even above the Amiens battlefield were this letter, written on 7 July, Warren reported missing, the third scenario, if vision was somewhat restricted lost.80 Warren returned to his familiar told the family that he had asked “it is about as good as gone, so rest below and abeam of the airplane. The fatalistic mantra: “…what is to be, his commanding officer to send him easy.”70 He had prepared himself aerodynamics of the staggered wing will be. Anyway don’t worry over to “France tomorrow if there were for the third scenario; in his words, caused the Dolphin to have a higher me I will do my best and try to let any Dolphin pilots going…”64 The “…some are taken earlier than others landing speed than most aircraft, and the Huns feel me before I go west. We 21-year-old Warren had now been and to die on the battlefield fighting pilots had to be careful not to stall in have got to win this war and to do it, in uniform for 11 months, over 115 for your country is one of the greatest the final moments before touching we all must be prepared to give the hours flying, and was “fed up with honours there is.”71 He believed his down. Despite these drawbacks, most Hun all we can.”81 this life. I want to get into action,” a “chances of coming back are easily pilots had a high regard for Dolphins Within a few days, he had “done reference to the seemingly endless 75% … but of course I may run into once they became accustomed to their about a half a dozen or more patrols training in England, with no set date hard luck some day.”72 quirks.75 Warren had done most of over the lines,” and was feeling more for being transferred to a squadron his training in England on Dolphins comfortable in the aerial battlefield.82 in France.65 Three days later, on 10 * * * * * and was not intimidated by their July 1918 he was ordered to go to arren crossed the English demands. the War Office in London for an WChannel from Folkstone to Squadron living conditions in Flying officers of 19 Squadron. interview with the Air Board. After Boulogne on 13 July. Three weeks France were better than Warren his interview, he expected to be sent later he was taken on strength with 19 had expected. They had “dandy to France to join a pilot holding pool Squadron, based at St. Marie Capelle, little huts to sleep in and our mess

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Brown and Cook - Hendershot Brothers nt.indd 48 15/06/2009 4:27:05 PM and : The Hendershot Brothers in the Great War and remained with it until January is wonderful, just as good meals as The learning curve was steep, and it for home.”87 Five German fighters 1919. His enthusiasm for what now you would get at any hotel, maybe many new pilots fell victim to more pursued him across the front lines but faced him was evident throughout not quite so fancy tho.”76 That the experienced German pilots, shot to he “got back OK. This getting all shot the five pages of the first letter he squadron was “working on the ribbons or sent to a fiery grave before up is no fun at all…”88 wrote after joining the squadron. Canadian front” over Amiens gave a they learned how to survive in the air. By mid-September 1918, the “Came to the squadron yesterday, boost to his enthusiasm.77 His fellow Although he had not yet been in a dog ground forces were pushing the and I’ll say it is all one could wish flyers informed him that “there are fight, he had “run into a deuce of a Germans back along the Western for.” The discovery that “nearly not many Huns around here and bunch of anti-aircraft fire…bursting Front. Above the battlefield, the all the twenty flying officers are what there are nearly always run all around us and I’ll say I did some Allied air forces continued to fly Canadian” was immensely pleasing away…unless they outnumber us pretty quick kicking of the controls.”83 aggressively in the hope of bringing and he was “more than satisfied with three to one.”78 Regardless of their A shell exploded under his airplane the enemy to battle and to prevent his [his] luck.”73 dismissive attitudes, someone should and he “went head over heels, but observation planes from gathering No.19 Squadron was formed have warned Warren that this was soon righted myself again. In not important intelligence. No.19 early in the war as a RFC training not always the case. realizing that those things were Squadron was now based at Abscom, squadron. It was converted to BE12 On Monday, 12 August, Warren meant to kill, thought it a lot fun. not far from Cambrai. Very often scouts before moving to France in flew his first patrol. “Naturally I It is lots of fun too. The closer they the weather was dreary, or “dud” June 1916. This unwieldy aircraft was was a little excited,” he wrote, and come to you, the more exciting it is.”84 to use the airmen’s term. There was replaced by the French-designed Spad he spent much of his time trying to Within a matter of weeks his idea of little flying for days on end because S VIII at the end of the year, and these keep “in formation with the other what constituted fun changed when the continuous rain had turned the fast and dependable aircraft were airplanes and watching the sky for he had a close encounter with more grass airfields to mud. The skies subsequently replaced in January Huns. I managed to steal a little time “archy,” or anti-aircraft fire. While over Northwest France and Belgium 1918 by the Sopwith Dolphin. 74 to watch the war that was going over the lines with other squadron were not blessed with an abundance The Dolphin’s manufacturers drew on, on the ground. There was very airplanes, “archy” sent him into a of sunny, dry days at any time of the upon the experience gained from little to be seen except the numerous spin, and when he “came to [his] right year, and by mid-October the poor previous Sopwith designs, such as trenches and shell holes also what senses,”85 he discovered that he was weather was limiting the activities of the Camel and the Pup, but it also remained of a few towns. Everything now some distance from the patrol the RAF, and the German flyers too. incorporated several unique features. is desolation around here.”79 His and “one of …main sparrs [sic] was Warren wrote that the air forces were Most notable was the upper wing, birds-eye view of the destruction shot through, also six nice holes in “not doing anything except flying which was staggered back 12 inches below, as he slipped through the air, my machine.”86 The broken spar was over the lines when the weather is from the leading edge of the lower must have confirmed his decision a critical threat to the wing’s strength fit…I haven’t been up for three days wing. This, in combination with the to join the air services. He now had and the aircraft’s survival so he now. From now until spring there cockpit design that seated the pilot his initiation behind him, although “immediately about-turned and beat will be very little flying…”89 with his head protruding above the as he noted unemotionally, “[t]hree centre section of the upper wing, perfectly good Canadian pilots” provided a better view of what was from another squadron working happening above the aircraft, even above the Amiens battlefield were if vision was somewhat restricted lost.80 Warren returned to his familiar below and abeam of the airplane. The fatalistic mantra: “…what is to be, aerodynamics of the staggered wing will be. Anyway don’t worry over caused the Dolphin to have a higher me I will do my best and try to let landing speed than most aircraft, and the Huns feel me before I go west. We pilots had to be careful not to stall in have got to win this war and to do it, the final moments before touching we all must be prepared to give the down. Despite these drawbacks, most Hun all we can.”81 pilots had a high regard for Dolphins Within a few days, he had “done once they became accustomed to their about a half a dozen or more patrols Museum 20010241-012_14d Canadian War quirks.75 Warren had done most of over the lines,” and was feeling more his training in England on Dolphins comfortable in the aerial battlefield.82 and was not intimidated by their demands. Squadron living conditions in Flying officers of 19 Squadron. France were better than Warren had expected. They had “dandy little huts to sleep in and our mess

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Fighters, bombers and experience.”90 Aviation meteorology, fitting woollen underwear, a vest, During this hiatus, Warren’s reconnaissance aircraft had open and as it existed in 1918, depended very a silk inner shirt, a standard khaki thoughts turned to life after the war. unheated cockpits. Patrolling over much on the experiences and instincts army shirt, two pullovers and then a He was confident he would come hostile territory was very demanding of pilots. tightly woven gabardine Sidcot suit home to Kingsville, but beyond mentally and physically at the best Given these often trying lined with lamb’s wool. The pilot’s that he had “not the faintest idea” of times. The cold temperatures at conditions, something had to be hands were enclosed by muskrat about what he then wanted to do.92 high altitudes, especially during done to protect the pilots from the fur-lined gauntlets with silk linings. Piloting a fighter over the Western the autumn and winter, presented elements. In the early years of the Thigh-length fur lined leather boots, Front was a heady experience for a real challenges. As Denis Winter air war, an airman’s flying kit was known as fugg boots, covered his young man and it was unlikely there observed, pilots “checked wind rather an eclectic mix of uniform lower extremities. Particular care would be a civilian occupation which strength and direction on their faces and civilian outdoor wear. By 1917, had to be taken to protect the head offered as much responsibility, while evaluating humidity and cloud the RFC was issuing more practical and throat. A silk scarf was carefully excitement, and fright. Returning type…Upward glances would be and standardised kit to all airmen. wound around the neck to prevent to his pre-war job as a “Salesman constructing an approximate three- Pilots were provided with a warm, cold air from getting inside the flying in Gents Furnishings” would dimensional map of the forces which dry room, separate from their fusty suit; next, a layer of whale-oil was seem “pretty slow.” 93 How would be progressively impinging living quarters, for dressing. Dry smeared over the face and a balaclava many other Canadians were on aircraft….the movement of those warmth was important because helmet was slipped over the head; holding on to postwar dreams great circulating systems which perspiration trapped inside one’s kit finally, a face-mask of non-absorbent – or worries – even as they came in from the Atlantic of about would eventually dampen the inner material, usually of Nuchwang dog fought for their lives on or above 300 miles daily, invisible whirlpools layers of clothing and chill the pilot, skin or wolverine fur, on which one’s the battlefields? which spelt icing-up, rain belts, regardless of how carefully he had breath did not freeze, was fitted. A Warren was back in the air thickening cloud, rising or falling dressed. The ritual became well set: pilot could function at temperatures by mid-September and had air currents…. [the] most important first they donned silk underwear, of minus 50 degrees centigrade if he several encounters with the information was acquired only with followed by tightly knit but loosely was properly dressed.91 enemy. On 15 September his squadron was flying behind enemy lines when it was attacked A Sopwith Dolphin of 19 Squadron in France. Note the dumbbell which identified the squadron’s aircraft. by five German scouts. He wrote disappointed that he was so low on fuel he had to turn away and dash for home without joining the scrap. In an understatement worthy of a fighter pilot, he wrote that he “was a little afraid”94 of flying such a long distance to his own lines because single fighters often drew the attention of lurking German formations, and he did not have enough fuel to take evasive action or engage opponents. However, he returned safely to Abscom, and later that day put his experience into words: “Oh boy!

Canadian War Museum 20010241-012_12a Canadian War but this is a great life. It cannot be beaten, no matter how hard you try. While you are more or less afraid all the time, yet you are not what Canadian War Museum 20010241-012_17b Canadian War

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fitting woollen underwear, a vest, During this hiatus, Warren’s formidable series of trenches would A Sopwith Dolphin in flight. a silk inner shirt, a standard khaki thoughts turned to life after the war. be assaulted along the front, with the army shirt, two pullovers and then a He was confident he would come Canadian Corps acting as one of the tightly woven gabardine Sidcot suit home to Kingsville, but beyond spearhead forces, on 27 September. lined with lamb’s wool. The pilot’s that he had “not the faintest idea” The role of 19 Squadron in the hands were enclosed by muskrat about what he then wanted to do.92 offensive was “to patrol between fur-lined gauntlets with silk linings. Piloting a fighter over the Western 4,000 and 8,000 feet to protect the Thigh-length fur lined leather boots, Front was a heady experience for a low-flying aircraft and day bombers, known as fugg boots, covered his young man and it was unlikely there and…to attack German aeroplanes lower extremities. Particular care would be a civilian occupation which and balloons in the area of operations had to be taken to protect the head offered as much responsibility, [of the First Army].”98 Warren was and throat. A silk scarf was carefully excitement, and fright. Returning airborne at the beginning of the wound around the neck to prevent to his pre-war job as a “Salesman offensive when his flight took off at cold air from getting inside the flying in Gents Furnishings” would 0630 hours: suit; next, a layer of whale-oil was seem “pretty slow.” 93 How …I have never in all my life smeared over the face and a balaclava many other Canadians were and never again do I expect helmet was slipped over the head; holding on to postwar dreams to see anything to equal this finally, a face-mask of non-absorbent – or worries – even as they morning’s war. We crossed the material, usually of Nuchwang dog fought for their lives on or above line just as the sun was coming skin or wolverine fur, on which one’s the battlefields? up out of the east…The whole breath did not freeze, was fitted. A Warren was back in the air you would call front was one mass of smoke, pilot could function at temperatures by mid-September and had ‘frightened’…You dust and flames. How anything or of minus 50 degrees centigrade if he several encounters with the always think you are better anyone could live through it I do was properly dressed.91 enemy. On 15 September his than they are.”95 Experience, not know. I do know though that squadron was flying behind knowledge and a bit of fright all the time I was buzzing around enemy lines when it was attacked kept pilots alive. through the air I was thanking my by five German scouts. He wrote And Warren was becoming a good stars that I was not on the ground. disappointed that he was so low on pilot, despite some of his close calls The poor boys on the ground fuel he had to turn away and dash for with the enemy. His commanding certainly deserve great praise. home without joining the scrap. In an officer, Major E.R. Pretyman, called understatement worthy of a fighter Warren and two other pilots aside one We saw a good number of Hun pilot, he wrote that he “was a little day in September. Warren expected machines and by good luck our afraid”94 of flying such a long distance they were about to be chastised for squadron accounted for three of to his own lines because single some unknown misdemeanour, but them… fighters often drew the attention of instead Major Pretyman told them I was in my glory through the whole lurking German formations, and they were “doing wonderfully well, show. Ignorant of the danger, I he did not have enough fuel to take especially you, Hendershot, you are thought it was the greatest sport I evasive action or engage opponents. a marvel…and…soon we would be had seen in a long time. However, he returned safely to the back-bone of the squadron.”96 A Abscom, and later that day put his sheepish Warren knew he could “fly At one time sixteen Huns came experience into words: “Oh boy! pretty good formation…but I have down on us from above and how

Canadian War Museum 20010241-012_12a Canadian War but this is a great life. It cannot be never done anything yet that is very they ever missed us I do not know. beaten, no matter how hard you try. wonderful.”97 The macaroni was flying all about While you are more or less afraid In late September the Allies our planes but not a scratch did all the time, yet you are not what attacked the Hindenberg Line. This we get…99 Canadian War Museum 20010241-012_17b Canadian War

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at 10.30 to escort 98 squadron on a bombing raid over Mons. Just east of Mons we were attacked by about fifty hostile machines so we put up a running fight for twenty miles. We lost five pilots... I myself shot down two enemy folkers [sic]. How the four of us got back is a mystery. Everyone feeling rather done in the rest of the day.”110 The notation on his service record is succinct: “a bomb raid of No. 98s [Squadron], while returning Canadian War Museum 20010241-012_17a Canadian War from Mons, were attacked by about 30 enemy Scouts, who were also engaged by machines of No.19111… Heavy fighting took place the whole way from the objective to our lines, in the course of which Lts. R.C. Davies, A pilot poses in front of his Sopwith Dolphin. C.M. Moore, W.F. Hendershot each brought down an enemy machine.”112 The second entry on his service record Witnessing the scale of the look, you see nothing but desolation. until 26 October. His diary entry is also brief, stating “D.H.9s bombed offensive from his vantage point There are dead horses all over the for that day shows that while on Mons. Dolphins engaged two large in the air led Warren to “think that place and here and there a dead a mid-afternoon patrol, Warren’s enemy formations. He [Hendershot] we are trying to bring this war to hun.”103 flight encountered “about fifteen destroyed one E.A. which he saw a decisive point before winter sets By early October, rumours were enemy machines.”106 During the scrap crash into a clump of trees. He then in.”100 On the ground, the view was wide spread that Germany was Warren and two of his squadron mates got on to another Fokker and shot far more limited. The Canadian broken, and its allies surrendering. became separated from the flight it down completely o.o.c. [out of Corps was fighting for its life, driving Peace was in the offing. These and were attacked by three Fokker control].” According to the squadron the Germans back, but suffering rumours – too good to be true, aircraft, likely D.VIIs, considered by diary, Warren destroyed the second crippling casualties. The Canadians thought many – were accompanied many pilots to be the finest German aircraft about ten minutes after captured the German logistical hub by both scepticism and hope. Warren fighter of the war. Warren and his his first victory.113 October 30 was of Cambrai on 8 October. The two could not “believe that it will come comrade, Lieutenant N.E. Miller, months of fighting had cost the about just yet. There can be only shot down one of the Fokkers, with Canadians an astonishing 42,000 one peace and that is unconditional Warren recording that “we both shot casualties.101 surrender…it would be a terrible the Hun down,”107 although Miller The Germans were in full retreat, calamity to give him [Germany] a got the official credit.108 with the Allies nipping at their heels. chance to re-organize his shattered A few days later, on 30 October, Above the ground armies, the Royal army.”104 The general public and Warren claimed success against Air Force [RAF] could fly virtually the troops had no way of knowing the Germans. He had worried that unchallenged. In Warren’s words, if there was any substance to the he would not have any kills before “only a short time ago, we thought rumours, but if true, it would be a the war ended, but on this day, in we were going a long way over if we pity to “go west” so close to the end his words, “we had a wild show. went as far as Cambrai, now we go of the fight. Wild is no name for it. We fought for miles further than that…For miles Throughout October, 19 Squadron for twenty miles against about fifty

back, the hun is burning everything… was in the air, either searching out huns. I would like to tell you all about Museum 20010241-012_12a Canadian War I wouldn’t be at all surprised if peace German fighters and bombers or it, but it will have to wait. Any way came very shortly…We have him cold escorting DH9 bombers, whenever I will tell that I shot down two of just now.”102 While Warren could see the weather permitted. The squadron them. That makes three for me now. the German defeat spread before him, had frequent encounters with the Nothing really very brilliant but it was when he walked the ground enemy and destroyed or damaged 23 not too bad...”109 His personal diary that the true cost of war was revealed. German aircraft during the month.105 offers another view: “A very clear “It is an awful sight. Everywhere you Warren did not have any success sunny day. Nine of us left the ground

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at 10.30 to escort 98 squadron on a the most successful day for the appeared…and cut us off from our bombing raid over Mons. Just east squadron since it arrived in France in lines. Well I do not think that there of Mons we were attacked by about September 1916. It was also the last was one of us but who thought we fifty hostile machines so we put up a time the squadron downed German were done. We made straight for running fight for twenty miles. We aircraft. For Warren, it was a day of them firing like mad. That scattered lost five pilots... I myself shot down personal triumph; in Germany, in the them and from then on we fought a two enemy folkers [sic]. How the four households of two unknown pilots, it running fight all the way back home. of us got back is a mystery. Everyone was a day of tragedy. The worst of all is that only four of feeling rather done in the rest of the Warren flew his last operational us succeeded in getting back. How day.”110 patrol on 1 November114 and then we ever made it is a mystery to me. The notation on his service began his much deserved leave two I was never in such a tight corner in record is succinct: “a bomb raid of days later, four months after setting all my life. I saw the chap behind me No. 98s [Squadron], while returning foot on the continent. He went to go down with a Hun on his tail…I got Canadian War Museum 20010241-012_17a Canadian War from Mons, were attacked by about London and thought “it rather nice to two myself. So now I have three to my 30 enemy Scouts, who were also get back to civilization once more.”115 credit. Only two officially tho.”118 engaged by machines of No.19111… The city was alive with rumours He had been enjoying London’s Heavy fighting took place the whole of an armistice. “From the looks of pleasures for a week when the way from the objective to our lines, in things just now I may never see the Armistice was announced. “Well at the course of which Lts. R.C. Davies, war again. I think it all depends on last this old war is over and we will C.M. Moore, W.F. Hendershot each the next two weeks. If the war lasts all soon be out of a job,”119 was the brought down an enemy machine.”112 longer than that, it is likely to go opening sentence of his letter written The second entry on his service record on through the winter.”116 While on the first day of peace. He was until 26 October. His diary entry is also brief, stating “D.H.9s bombed hoping for an end to the war, he sleeping late on the morning of 11 for that day shows that while on Mons. Dolphins engaged two large acknowledged the Germans were November when he was awakened a mid-afternoon patrol, Warren’s enemy formations. He [Hendershot] not yet been beaten, for the “Hun by “yelling, cheering and all kinds flight encountered “about fifteen destroyed one E.A. which he saw has been putting up a very strong of funny noises.”120 The streets were enemy machines.”106 During the scrap crash into a clump of trees. He then resistance lately and we have had filled with crowds of civilians and Warren and two of his squadron mates got on to another Fokker and shot some pretty stiff scrapping.”117 uniformed men and women who became separated from the flight it down completely o.o.c. [out of A week had passed since he after more than four hard years could and were attacked by three Fokker control].” According to the squadron downed the two Fokkers and he now look forward to life without aircraft, likely D.VIIs, considered by diary, Warren destroyed the second now thought about it with a new air raids, torpedoed ships and the many pilots to be the finest German aircraft about ten minutes after perspective. He wrote there were continuous parade of broken sons, fighter of the war. Warren and his his first victory.113 October 30 was “9 of us when about fifty huns fathers, brothers and friends being comrade, Lieutenant N.E. Miller, shot down one of the Fokkers, with Warren recording that “we both shot the Hun down,”107 although Miller Sopwith Dolphins ready for a patrol, Abscom, France got the official credit.108 A few days later, on 30 October, Warren claimed success against the Germans. He had worried that he would not have any kills before the war ended, but on this day, in his words, “we had a wild show. Wild is no name for it. We fought for twenty miles against about fifty

huns. I would like to tell you all about Museum 20010241-012_12a Canadian War it, but it will have to wait. Any way I will tell that I shot down two of them. That makes three for me now. Nothing really very brilliant but not too bad...”109 His personal diary offers another view: “A very clear sunny day. Nine of us left the ground

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carried back from the battlefields. Administrative Officer at 14 Service In Warren’s words, “it was some Flying Training School in Aylmer, day.”121 Ontario, in June 1941.128 Warren Warren returned to his squadron retired from the RCAF in January on 19 November. From this time 1945 with the rank of Squadron until the end of his RAF service in Leader. He died in December 1983. France, Warren and many other pilots spent their time “flying about and * * * * * playing poker.”122 People everywhere eath was present with all flyers fervently hoped the Armistice would Dduring the war. No one could lead to permanent peace. Until escape its presence. “You get used then, however, the movements of to such things here,” wrote a laconic the German forces away from the Warren, with he and his comrades front had to be monitored. The RAF writing off the frequent death of now flew low-altitude patrols over their comrades as simply “hard the silent trenches, flying far to the luck.”129 Airmen could “go west”

Canadian War Museum 20010241-012_29c Canadian War east where they could see the “last many ways – through accidents, German columns plodding along by poor judgement brought on by home.”123 inexperience, or fatigue, or bravado, The men and women in uniform and of course through the fragile could now begin to think ahead, aircraft themselves. For instance, beyond the next trench raid, beyond the RE8, a reconnaissance aircraft tomorrow’s early morning patrol used in Britain and France, had a into no-man’s-land, beyond reaching reputation for spinning out of control safe haven at the end of a convoy and breaking up while in a dive. Its run. Warren, too, now had to put his well earned nickname throughout mind to the future. His previously the RFC was the “suicide bus.”130 expressed views about returning to Charles remarked that his squadron work in his uncle’s clothing store lost four pilots on the same day while were unchanged: “I cannot imagine he was training at RFC Scampton, myself ever standing behind a counter Lincolnshire.131 Losses like this, for again.”124 Flying appealed to him whatever reason, would be difficult and he thought he “would like to for the most motivated of pilots to remain in the RAF,” even though if accept without flinching. accepted he would have to remain According to the British official in England and then likely be sent history of the flying services, “the to the far reaches of the Empire.125 effective service of a pilot in a single- Undoubtedly he knew that the seater fighter squadron was no longer wartime RAF would be reduced and than 2½ months.”132 This included there would be stiff competition for pilot losses from all causes, such as any available positions.126 On the illness, injury, and death. In early other hand, he thought “it would be 1918, the War Office had estimated just as well to join the Canadian Air that 9,752 men would be required to Force. Do not be surprised what ever make good these losses, or “wastage,” I may do.”127 in bureaucratic jargon, between April Warren was released from and December 1918. According to the RAF in March 1919, and he another source, the official post-war returned to Canada, settling in statistics indicate that 14,166 pilots Harrow, Ontario. He married Irma died during the war; about 8,000 of Brown and they raised two daughters these deaths occurred while training and a son. He joined the RCAF in in the UK.133 The Canadian official A much changed Warren Hendershot, 1 January 1919. 1940 and served at a number of history of the air war indicates 1,364 training establishments in Ontario Canadian airmen died from all causes before being appointed as the Senior during 1916-1918, but only 412 of

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Brown and Cook - Hendershot Brothers nt.indd 54 15/06/2009 4:27:10 PM and : The Hendershot Brothers in the Great War carried back from the battlefields. Administrative Officer at 14 Service the deaths were listed as “killed in 4. Charles to mother, Sunday #21. Many 134 of his letters do not bear a specific date. In Warren’s words, “it was some Flying Training School in Aylmer, action.” There are discrepancies The month and year have been written in day.”121 Ontario, in June 1941.128 Warren in the Canadian and British records pencil and each has been numbered. The Warren returned to his squadron retired from the RCAF in January regarding the number of Canadians envelopes were not retained. 5. Ibid. on 19 November. From this time 1945 with the rank of Squadron who served in the RFC. Many of 6. Ibid. until the end of his RAF service in Leader. He died in December 1983. them enlisted in Britain during the 7. Ibid. France, Warren and many other pilots early war years and if they became 8. Jonathan Vance, High Flight (Toronto: Penguin, 2002), p.41. spent their time “flying about and * * * * * a casualty they were often listed as 9. Ibid. p. 36. playing poker.”122 People everywhere eath was present with all flyers British, with no mention of their 10. The idea of “knights of the sky” was fervently hoped the Armistice would during the war. No one could Canadian origins, thus making it inspired, in part, by the government D of the day with the willing lead to permanent peace. Until escape its presence. “You get used more difficult to accurately count the support of the press. Heroes were needed then, however, the movements of to such things here,” wrote a laconic number of Canadians who served to maintain public support for the war the German forces away from the Warren, with he and his comrades in the RFC. Experience and time in and to raise funds. It was immensely helpful if those chosen to be a knight front had to be monitored. The RAF writing off the frequent death of the air unquestionably developed were articulate, outgoing, of pleasing now flew low-altitude patrols over their comrades as simply “hard the pilots’ skills, and this in turn appearance and with a good measure of the silent trenches, flying far to the luck.”129 Airmen could “go west” increased the odds of survival, but, to ego and ambition; being well connected in high social and military circles was east where they could see the “last many ways – through accidents, use a groundpounder’s phrase, most an invaluable advantage. Bereton German columns plodding along by poor judgement brought on by flyers realized that they would get it Greenhous, The Making of Billy Bishop 123 (Toronto: Dundurn, 2002), ch.1 and home.” inexperience, or fatigue, or bravado, when there was a bullet with their epilogue offer a good explanation of how The men and women in uniform and of course through the fragile name on it. In this case, however, it knights were created. could now begin to think ahead, aircraft themselves. For instance, might be fired 10,000 feet above the 11. S.F.Wise, Canadian Airmen and the First World War, Vol.1, The Official History of beyond the next trench raid, beyond the RE8, a reconnaissance aircraft battlefield, and by a German diving the Royal Canadian Air Force (Toronto: tomorrow’s early morning patrol used in Britain and France, had a out of the sun. Univerity of Toronto Press, 1980), p.649. into no-man’s-land, beyond reaching reputation for spinning out of control Warren and Charles were but two The statistics quoted are for Canadian airmen. Eighty were killed in 1916 alone safe haven at the end of a convoy and breaking up while in a dive. Its of more than 620,000 Canadians who – 46.2 percent in action and 28.7 percent run. Warren, too, now had to put his well earned nickname throughout enlisted for overseas service. Unlike in accidents. The accidental death rate mind to the future. His previously the RFC was the “suicide bus.”130 the vast majority of Canadians, the remained significantly above 25 percent throughout the war. expressed views about returning to Charles remarked that his squadron Hendershot brothers served in the 12. Wise, p.30. work in his uncle’s clothing store lost four pilots on the same day while British flying services. They saw 13. Statistics on the national origins, other were unchanged: “I cannot imagine he was training at RFC Scampton, themselves as the lucky ones, and than UK citizens, are not readily found. H.A. Jones Official History of the War: 131 myself ever standing behind a counter Lincolnshire. Losses like this, for to some extent they were. They The War in the Air, 6 vols + app (Oxford: again.”124 Flying appealed to him whatever reason, would be difficult avoided the trenches, the mud, the Clarendon Press, 1937) simply lists all and he thought he “would like to for the most motivated of pilots to rats, and the lice. But death was RFC/RAF personnel as British, regardless of the Dominion or Colony of origin. See remain in the RAF,” even though if accept without flinching. everywhere, and especially in the air. Wise, appendices XXXV & XXXVI. He accepted he would have to remain According to the British official The Hendershot brothers answered notes “the absence of a comprehensive body of personnel records for Canadians in England and then likely be sent history of the flying services, “the the call to duty; one paid the supreme [in the RFC/RAF/RNAS]” regarding to the far reaches of the Empire.125 effective service of a pilot in a single- price, one survived. Warren, his enlistment, how and where they served, Undoubtedly he knew that the seater fighter squadron was no longer family, and the country would never or became casualties makes it very 132 difficult to accurately establish their wartime RAF would be reduced and than 2½ months.” This included be the same after the Great War. numbers. Wise’s statistics were compiled there would be stiff competition for pilot losses from all causes, such as from several sources. The numbers and any available positions.126 On the illness, injury, and death. In early personal details of the Canadians could not always be reconciled. other hand, he thought “it would be 1918, the War Office had estimated Notes 14. For the origins of the RFC/RAF in Canada, just as well to join the Canadian Air that 9,752 men would be required to see Wise, ch.4, also Alan Sullivan, Aviation in Canada 1917-18 (Toronto, 1919). Force. Do not be surprised what ever make good these losses, or “wastage,” 1. House of Commons, Sessional Paper 124, 15. Charles to mother, 11 April 1917 #23. 127 18 March 1942, quoted in J.L. Granatstein I may do.” in bureaucratic jargon, between April 16. Charles to Warren, May 1917 #34. & J.M. Hitsman, Broken Promises (Toronto: 17. Ibid. Warren was released from and December 1918. According to Oxford University Press, 1977), p.37. 18. Ibid. the RAF in March 1919, and he another source, the official post-war 2. Charles to mother, 28 July 1916. Letter of 19. Ibid. 2nd Lieutenant Charles Cecil Hendershot. returned to Canada, settling in statistics indicate that 14,166 pilots 20. Warren to mother, August 1917 #7. 20010241-001 #11, George Metcalf Correspondence of Lieut. Warren Francis Harrow, Ontario. He married Irma died during the war; about 8,000 of Archival Collection [GMAC], Canadian Hendershot. 20010240-005, GMAC, War Museum [CWM]. Brown and they raised two daughters these deaths occurred while training CWM. 133 3. See Granatstein & Hitsman, Broken and a son. He joined the RCAF in in the UK. The Canadian official 21. Ibid. Promises, p.46, and G.W.L. Nicholson 22. Ibid. 1940 and served at a number of history of the air war indicates 1,364 Canadian Expeditionary Force 1914-1919 23. Charles to Warren, June 1917 #38. training establishments in Ontario Canadian airmen died from all causes (Ottawa, 1962), pp. 546-7. before being appointed as the Senior during 1916-1918, but only 412 of

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24. The Curtiss Standard JN4D Military Tractor 54. Ibid. 106. Warren’s diary 26 October 1918, 20010241- Hand Book, 1918 (Buffalo, US: Curtiss 55. Ibid. 003 #2. Aeroplane and Motor Corporation, 1918), 56. Warren to parents, 11 February 1918 #52. 107. Ibid. p.48 (11). 57. Ibid. 108. Montgomery-Moore, p.153. Moore’s 25. Warren to mother, November 1917 #23. 58. Ibid. At this time families were allowed to information was compiled from the 26. Ibid. repatriate the remains of a family member Combat Log of No.19 Squadron, RFC/ 27. O.G. Thetford & E.J. Riding, Aircraft at their own expense if the death occurred RAF War Diary. of the 1914-1918 War (Harleyford, UK: in Britain. Men who were killed or died 109. Warren’s diary 30 October 1918; also Harleyford Pubs, 1954), p.82. in France were not returned home. his log book entry- “30/10/18 Escort 28. Wise, p.83. 59. The Globe [Toronto] Obituary, 9 April 98 sqdn over Mons. Ran into 50 enemy 29. Ibid. Curtiss developed JN4 models A 1918, p.13. machines. We lost five machines. I shot through to H in the USA. The Canadian- 60. Warren to mother, 23 February 1918 #55. down 2 folkers[sic] 20010241-001. Warren built JN4D “Canuck” was the name 61. Warren to mother, 25 April 1918 #68. to mother, 31 October 1918 #114. given to the Canadian-built airplane 62. Ibid. 110. Warren’s diary, 30 October 1918. by post-war American barnstormers. 63. Warren to mother, 7 July 1918 #87. 111. Hendershot claimed 50 enemy aircraft See also K.M. Molson, Canada’s National 64. Ibid. involved but the official record, quoted Aviation Museum (Ottawa: National 65. Ibid. in A Short History of the Royal Air Force Aviation Museum, 1988), pp.122-3 re. JN4 66. Warren to mother, 10 July 1918 #88. (London: Air Ministry, 1929) p.319, states “Canuck” suffix. 67. Ibid. 30 enemy aircraft were involved. 30. Sullivan, p.47. Ailerons are control 68. Ibid. 112. Attachment to service record, also Moore, surfaces on the trailing or back edge of 69. Ibid. p.153. the wing that work in conjunction with 70. Ibid. 113. Moore, p.153. the rudder and the elevator on the tail 71. Ibid. 114. Log book entry, 1 November 1918. to control the height and direction of the 72. Ibid. 115. Warren to mother, 5 November 1918 #116. aircraft. 73. Warren to mother, 4 August 1918 #95. 116. Ibid. 31. Charles to mother, 6 September 1917 #65. 74. J.D.R. Rawlings, Fighter Squadrons of 117. Ibid. 32. Ibid. the RAF and Their Aircraft (London: 118. Ibid. Moore, p.153, indicates there were 33. Dennis Winter, The First of the Few MacDonald, 1969), p.47. ten Dolphins involved. The wounded (London:Allen Lane, 1982), p.13, and P. 75. Ibid. p.36. pilot may have landed at another Gray & O. Thetford, German Aircraft of the 76. Warren to mother, 4 August 1918 #95. airfield, leading Warren to believe he First World War (London: Putnam, 1970), 77. Ibid. was missing. pp.214-7. The Siemens-Schuckert D.IV, 78. Ibid. 119. Warren to mother, 12 November 1918 #118. introduced in late 1917, could operate 79. Warren to father, 12 August 1918 #97. 120. Ibid. at 26,240 feet. The Sopwith Dolphin, the 80. Ibid. 121. Ibid. highest flying British fighter, had a ceiling 81. Ibid. 122. Warren’s diary, 19 November 1918 of 23,000 feet. 82. Warren to mother, 18 August 1918 #99. 123. Moore, p.129. 34. Charles to mother, 6 September 1917 #65. 83. Ibid. 124. Warren to mother, 12 November 1918, #118. 35. Ibid. 84. Ibid. 125. Ibid. 36. Ibid. 85. Warren to father, 6 September 1918 #103. 126. The RAF was reduced from 188 war time 37. Charles to Warren, 4 November 1917, #72. 86. Ibid. squadrons to 51 squadrons within a year. 38. Ibid. 87. Ibid. See Winter p.193. 39. Curtiss Hand Book, pp.52-3. Para. 18, p.54 88. Ibid. 127. Warren to mother, 12 November 1918 #118. of the Hand Book offers 18 “Important 89. Warren to mother, 11 October 1918 #113. 128. “Who’s Who at Number Fourteen,” The Hints” for pilots, such as #8 - Turn 90. Winter, p.87. Aylmer Airman, 18 December 1942, vol. on switch before trying to start. #17 91. Ibid. 2-6. - Remember that the propeller is the 92. Warren to mother, 9 September 1918 129. Warren to mother, 31 January 1918 #49. business end of the motor; treat it with #104. 130. Charles to Warren, 4 November 1917 #72. profound respect when it is in motion. 93. The occupation entered on Warren’s Also Rawlings, p.26. #17 - Study this instruction book at least service record; Warren to mother, 9 131. Charles to Warren #72. once a week. September #104 132. Jones, vol. V, p.426. 40. Charles to Warren, #72. 94. Warren to father, 16 September 1918 #106. 133. Winter, p.36. 41. Thetford & Riding, p.82. 95. Ibid. 134. Wise, pp.645-9. 42. David L. Bashow, Knights of the Air: 96. Ibid. Canadian Fighter Pilots in the First World 97. Ibid. War (Toronto: McArthur and Company, 98. Jones, vol VI, p.517. 2000), p.75. 99. Warren to mother, 27 September 1918 #109. 43. Charles to Warren, June 1917 #41. 100. Ibid. Eric Brown retired from the federal 44. Charles’ letter, 28 December 1917 #77. 101. Tim Cook, Shock Troops, Canadians Fighting public service in 1995. He has been a 45. Ibid. The Great War, 1917-1918 (Toronto: Friend of the CWM, and volunteer, 46. Ibid. Viking, 2008), p.552. since 1996. In 2007, he graduated from 47. Wise, p.646. In 1917 114 Canadian pilots 102. The Royal Flying Corps and the Royal Carleton University with a BA(Hons) in died “accidentally,” and 39 died from Naval Air Service joined on 1 April 1918 International History. injuries related to crashes. to form the Royal Air Force. Warren to 48. Warren to mother, November 1917 #29. mother, 11 October 1918 #113. Tim Cook is the First World War historian 49. Charles to mother, 20 August 1917 #61. 103. Ibid. at the Canadian War Museum. He is the 50. Ibid. 104. Warren to mother, 16 October 1918 #115. author of four books, including the two- 51. Charles to Warren, 26 November 1917 #75. 105. C. Montgomry-Moore, That’s My Bloody volume, award-winning, At the Sharp End 52. Warren to mother, 15 January 1918 #46. Plane (Chester, USA: Pequot Press, 1975), and Shock Troops. 53. Warren to mother, 26 January 1918 #48. pp.152-3.

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